ruehman



Sept. 2 1924.

1,507,090 H. RUEHMAN HIGH COMPRESSION TWO-CYCLE ENGINE Filed May 14, 1923 5 Sheets-Sheei 1 1 INVENTOR. {,u. I, I. l

. z Wag 6 )Z i 1 l, MM W44;

Sept. 2 Wm 1,597,090

H. RUEHMAN HIGH COMPRESSION TWO-GYGLE ENGINE Filed May 14, 1923 s sneets-she'em ATTORNEY.

Sept. 2 1924. 1,507,090

H. RUEHMAN 4 HIGH COMPRESSION TWO-CYCLE ENGINE FiledMay 14, 1923 5 Sheets-Sheet? H. RUEHMAN HIGH COMPRESSION TWO-CYCLE ENGINE Sept. 2 1924. 1,567,090

Filed 'May 14, 1923 5 Sheets-Sheet I) f hi ,4?

26 I I v 23 25 h 10; iv 5 JI L istented fiepi. 2, i924.

entree srlarasrn'ras'r orrica.

citizen of the United States,

. HENRY BTYEHMAN, 01* LOS ANGELES, CALIFORNIA.

v men-comnnssron Application filed Ma 14, was. Serial m.

3 two cycle engine.

Fig. 1 is a top plan View of a two cylinder two cycle engine of hi h compression in accordance with the principles oi my invention.

Fig. direc ion of Y mder in section crank shaft 9 line 44' of F 2 is a side elevation looking in the the arrows 2 in Figs. 1 and 4. 1g. 3 is a view looking in the direction of the arrows 3 in Figs. 1 and 4, and showone cylinder in elevation and the other as on the line 3.3 of i 4.

ig. .4 is a vertical cross section on the 1g. 3. 4 j is an enlarged fragmentary sectiona detail on the same plane as'Fig. 4.

tional 6 is a fra mentary horizontal secdetail on the line 66 of Fig. 4. Fig. 7 is. a fragments. horizontal section on the line 77 of i Fig.3 is a sectional detail on the line 8-8 of Fig. 4.

The lower half of the crank case consists of the two half crank pockets 1, a half Th crank bearing 2 connectin the pockets 1, and half crank bearings if and 4 extending outwardly from the pockets. The upper half of the crank case consists of the two half crank pockets 5 fitting the pockets 1, a half crank bearing 6 connecting the pockets 5 and half crank bearings 7 and 8 extending outwardly from the pockets. The is mounted in the crank case and has two cranks 10 operating in the two chambers 11 formed by the pockets, the chambers being separate and of the smallest racticable area. Hand holes constructions l2 provide access to the chambers and carry inlet check. valves 13. A flange 14 is formed at the tops of the pockets 5. The

two. cylinders 15 are cast en bloc and have a shaft d flan e 16 matching the flange 14. Ports 17 sad from the chambers 11. The cam 18 is mounted above the flange 16 connected to the crank shaft 'heads;

tons, valves,

. 35 extend downwardly from the 'ings 35 and throu h cranks 10. The pistons 34 each of the piece 38 end of the port is finished to form a seat 52. A valve 53 fits the valve seat 52,

9 by gears rwmexonn enema ess'sov.

19, 20 and 21. upon the upper ends of the cylinders 15 and water circulates to and from thejackets through manifolds 23 and 24. The cylinder heads 25 fit uponthe cylinders 15, said cylinder heads havin water jackets joining with the water jac ets 22 and the water manifold 23 being attached to the cylinder.

The valve rods shaft 18 and operate the pported by brackets 28 secured to the lnder heads25. The fuel intake manithe cam su y f 29 is secured to the cylinder heads and the carburetor 30 is connected manifold 29. secured to the cylinders 15 at the bottoms of the explosion chambers. .The spark plugs 32 are tapped into the cylinder heads.

The cy inder 15 are identical, exce t that they are right and left handed, and the isetc., are identical. The cy inder bores 33 are straight and form the .p'rimarypiston chambers and the Iprim ry ear pistons 34 operate in the bores.

pistons 34, wrist pins 36 are inserted through thef'bean connectingrods 3 the lower emi s of the connecting rods 37 being mounted upon the I consist of two main pieces 38 and 39. The upper half [I rings 41 ha f of the piece. from its upper and piston chamber 42, 43' at the lower are placed upon the lower e piece 38 is bored to form the secondary there being a lateral p end of the chamber 42 H the chamber 42 is enla/i'ged and tapped and the piece 39 has a flange 44 screwed into the tap ed end. Piston rings 45 are placed upon tlib piece 39. A port 46 leads from the upper end of fithe chamber 42 to the chamber 40. A secondary piston 47 operatesin the chamber'42 and has piston I'll] s 48. A gas intake port 49 is formed throng the axial center/of the piston 47, a brid e 50 carrying a baring 51 extends across't e port 49 above {its lower end and the lower va ve a valve stem 54 extends from the valve 53 through'the bearing 51, a spring 55 rests upon the bearing around the valve stem 54,

Water jackets 22 are castto the intake. he exhaust manifold 31 is l is reduced in size thus form-' mg the annular port! 40 and/ iston The upper end .of

the upper ends" of the and a spring seat 56 is secured to th'e valve stem against the spring. A hollow stein 57 is secured down into the secondary pisten 47 and communicates with the port 49. The hollow stem 57 extends slidingly through the piece 39, there being an nternal piston ring construction 58 in the piece 39 around the stem 57.

The upper ends of the hollow stems 5T'e.\'- tend into the cylinder heads 25 and are rig-idly secured, and ports 59 connect the intake manifold. 29 to the hollows of the stems. and the stems hold the secondary pistons 47 stationary while the primary pistons 34 reciprocate. Gas ports 60 lead outwardly from the chambers 33 in the planes of the bottoms of the secondary pistons 47. and in positions to register with the ports 43 when the primary pistons 34' are up. Inclined openings are bored at the outer ends of the ports 60. ball checks 61 areinscrted. springs 62 are placed against the balls, and plugs 62 are screwed in against the springs. Conduits 64 lead upwardly from the check valves. The, fuel intake ports 65 connect with the conduits 64' and discharge into the explosion chambers 66. which are the portions of the chambers 33 above the primary pistons 34. 'lhe ports 65 have valve seats at their lower ends and packing seats at their upper ends. The valve stems 67 have valve heads 69 fitting upwardly againstthe valve seats and balancing heads 68 fitting upwardly against the packing. The upper ends of the ports 64 are between the valves 69 and the balancing heads 68 so as to make balanced valves. The stems 67 extend through the cylinder heads and have springs 70 and spring seats 71 to hold the valves yieldingly closed. The rockers 27 engage the stems 6'7 and open the valves at the right time. When the primary pistons 34- 20 down fuel is sucked from the carburetor past the valves 53 into the chambers 42 and when the primary pistons go up this fZtlS is held and compressed until the ports 43 reg ister with the ports 60 and then the compressed 'gas raises the check valves 6i and passes into the conduits 64 and the valves 69 are opened by the cam shaft 18 and the fuel passes into the explosion chambers 66. The balanced valves 69 will not be opened h pressure confineri in the conduit. 64 owing to the balancing head. The fuel gas is led into the explosion chambers during: the compression strokes and compressed gas will be held hetween the valves in the conduits til ready for the next intake.

Air conduits 90 lead from the crank case chambers ll through the ports 17 to the tops of the explosion chambers 66. there being check valve constructions 91 at the lower ends of the conduits 90 and intake valve constructions 72 at the upper ends of the conduits. Ports 73 lead through the walls of the cylinders 15 to connect. the chambers 40 to the conduits 90 and the. ports 46 cohncct aeozoeo the air compressing chambers 74 to the chambers 40, said chambers 74 being the portions of the bores 42 which are between the secondary pistons 47 and the pieces 39 of the primary pistons 34. When the primary pistons 34 go up air will be drawn through the valves 18 into the crank case chambers 11 and into the. chambers 74. thus making practically two intakesof air, and the compression innthe explosion chambers 66 will hold the valves 72 closed while the explosions take place. Exhaust ports 75 lead through the walls of the cylinders 15 at the bottoms of the explosion chambers to the exhaust manifolds 31. When the explosions force the primary pistons down the air in the chainhers ll and 74 is compressed until the ports-'75 are opened and then the compressed air will open the valves 72 and rush into the tops of the cxplosioh'el ambers and scavenge the chambers through the ports 75, and then the ports 75 chise and hold the air and the valves 69 open and ad mit the fuel gas.

Air cont-rollers 76 are adapted to resist opening of the valves 72 more. or less as manually operated. and the details of one controller are as follows: An attaching plate 7? secured "to a cylinder 15 and brackets 7 and '79 extend from the plate 77. The valve stem 89 of a valve ?'2 extends through a bearing" 81, through a spring 82. through a spring seat. 83 pinned upon the stem and through the brackets 78 and 79. The spring 82 is exerted to hold the valve yielding-1y closed. The cam block 84 is fixed upon the stem between the brackets 78 and 79 and clear of the brackets so it can move up and down as the valve 72 is seated or uuseated. and a stop as holds the block 84 from swinging horizontally. and the block has a'bevellcd cam face- 87. A pivot pin 88 is mounted in the brackets 78 and 79 parallel with the stem 80. A cam head 89 is mounted upon the pivot pin and has a bevelled Cami face 92 adapted to engage the cam face 8'4 and an operating handle or arm 93. so that when the arm 93 is moved one way the cam 92 moves away from the cam 87wand the valve 72 is free to operate and when the arm 93 is moved the other way the cam 92 presses down upon the cam 87 and resists the open? ing of the valve 72. as when it is desired to reduce the power of the engine by reducing the intake of air. At the same time the carburetor may be throttled to reduce the. intake of t'uel The arms 93 may be connected together and connected to the carburetor control for simultaneous operation or there may be a separate handle for operating the controllers 76. The air controllers 76 combined with the carburetor control provide means forchoking for preventing spinning of the engine, for idling. and for general flexibility of control.

incense Thus I have produced an internal combustion engine which intakes fuel during the explosion cycle, intakes a double volume of air during the'compression cycle, forces the two volumes of air into the explosion chamber at the end of the explosion stroke, forces the fuel into the explosion chamber during. the compression stroke, and compresses the three intake volumes into one fuel charge.

I claim:

1. A11 engine having a primary iston, a doublecicting secondary piston had stationary in the primary piston by a tubular stem, means whereby fuel is sucked through the tubular stem into the primary piston below the secondary piston during the explosion cycle and forced into the ex losion chamber during the compression cyc e, and means whereby air is sucked into the primary piston above the secondary iston during the compression cycle and reread into the explosion chamber at. the end of the explosion cycle and ahead. of the fuel.

2. An engine having a primary piston, a double-acting secondary piston he d stationary in the primary piston by a tubular stem, means whereby fuel is sucked through the tubular stem into the primary iston below the secondary piston during t e explosion cycle and forced into the explosion chamber during the compression cycle, means whereby air is sucked into the primary piston above the secondary iston during the compression cycle and :rorced into the explosion chamber at the end of the explosion cycle and ahead of the fuel, and means for controlling the air.

8. An engine having a crank case, an explosion chamber, a primary iston in the explosion chamber, a donb e-acting secondary piston in the primary piston, a tubular stem holding the secondary piston stationary, a carburetor in communication with the tubular stern, means whereby an intake of fuel is sucked thrbngh the tubular stem into the primary piston below the secondary piston during the explosion cycle and forced into the explosion chamber during the compression cycle, means whereby air is sucked into the crank case and into the primary piston above the secondary piston during the compression cycle and forced from the crank case and from the primary piston into the explosion chamber at the end of the explosion cycle.

plosion chamber, a primary piston in the explosion chamber, a double-acting secondary piston in the primary piston, a tubular stem holding the secondary piston stationary, carburetor in communication with the tubular stem. means whereby an intake of fuel is sucked through the tubular stem into the primary piston below, the secondary piston during the explosion cycle stem into the piston and when 4. An engine having a. cranlt case, an esand forced into the explosion chamber during the compression cycle, means whereby air is sucked into the crank case and into the primary piston above the secondary piston during the compression cycle and forced from the crank case and from the primary piston into the explosion chamber at the end of the explosion cycle, and means forcontrolling the air.

5. An engine plosion chamber, a primary piston in the explosion chamber, a double-acting secondary piston in the primary piston, a tubular stem holding the secondary piston stationary, a car uretor in communication with the tubular stem, means whereby an intake of fuel is sucked through the tubular primary piston below the secondary piston during the explosion cycle and forced into the explosion chamber during the com rcssion cycle, means whereby air is sucked into the crank case and into the primary piston above the seconda piston during the compression cycle and orced from the crank case and from the primary piston into the explosion chamber at the end of the explosion cycle, check valves for holding ,the sucked-in air, a checkvalve for admitting the compressed air to the explosion chamber and holding the explosion, and means for resisting the action of the latter check valve so as to limit the flow. of air to the explosion chamber and make an air resistance to the explosion stroke,

5. An engine having a cylinder with a piston bore, a port through the wall of the cylinder, a check valve in the port, a fuel passage from the check'valve to the top of the cylinder, a mechanically operated valve at the upper end or the passage, a primary piston in the bore, a doubleacting secondary piston in the primary piston, there being a port throng! the primary piston wall below the secondary piston adapted to register with the cylinder port, a hollow stem. holding the secondary piston stationary and discharging through the secondary piston, an intake check valve in the secondary piston and controlling the passage from the hollow stem through the secton, and a carburetor in commuw .ith the hollow stein, sothat when prine-iry piston goes down fuel is sucked into the primary piston below the secondary the primary piston goes up the Fuel is forced through the ports and passage to the top of the bore.

n engine having a crank case, a cylindcr upon the crank case, an air passage leading from the crank case to the to of the cylinder, a port through the Wall oFthe cylinder to the passage, a check valve at the lower end of the passage, :1 check valve at the upper end of the passage, manual means-for rmisting the opening of the upper having a crank case, an excheck valve, an inlet check valve for the crank case, a primary piston in the cylinder, :1 doubleacting secondary piston in the primary piston, :1 port, leading through the wall of the prinmry piston above the secondary piston and adapted to register with the port through the cylinder Wall, and means for holding the secondary piston sta- Leomooo tionary in the primer piston, so that as the primary piston goes own air is forced into 110 the top of the cylinder by the action of the primary and seeondary pistons, the air being controlled by the manual means.

In testimony whereof I have signed my name to this specification.

HENRY RUEHMAN. 

